A protective stone arch bridge deck leveling layer non-destructive emergency construction method

Abstract

The application discloses a kind of protective stone arch bridge deck leveling layer nondestructive emergency construction method, according to target stone arch bridge shape structure and construction requirement carries out multiple simulation drills, determines optimal mortar proportion and isolation layer material;Prepare construction mortar and prepare isolation layer material again;Subsequently, stone railing is protected with film, and isolation layer is laid on deck to complete base treatment;By laying longitudinal reinforcement, horizontal muscle divides pouring area, and then pours mortar to form leveling layer;After vehicle traffic is completed, leveling layer is quickly removed.The application optimizes construction scheme through early simulation drill, and realizes nondestructive quick removal of leveling layer by matching isolation layer, effectively solves the problem that vehicle traffic is jolted and the appearance is not good due to the unevenness of bridge deck, the original structure of bridge and stone railing can be protected during the whole construction process, the construction process is simple, and the adaptability is strong, especially suitable for temporary traffic leveling operation of ancient stone arch bridge and protective stone arch bridge, and has wide application prospect.

Description

Technical Field

[0001] This application relates to the field of building construction technology, specifically to a non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck. Background Technology

[0002] Stone arch bridges, with their advantages of stable structure, high durability, and low cost, are widely used in rural transportation and scenic area access. Some ancient stone arch bridges also possess extremely high historical and cultural value. However, due to factors such as service life, natural environmental erosion, and repeated vehicle loads, the bridge surface of stone arch bridges is prone to surface damage, pavement depressions, and aggregate loss, resulting in an uneven and undulating surface.

[0003] Currently, the repair methods for uneven stone arch bridge decks are relatively traditional and have many technical shortcomings. Firstly, conventional repair methods lack preliminary simulation and planning. The mortar mix ratio and auxiliary materials rely heavily on the experience of construction workers, resulting in poor adaptability and issues such as insufficient strength and poor adhesion of the leveling layer, making it difficult to control construction quality. Secondly, traditional leveling is often a permanent repair; once the leveling layer has hardened, it is difficult to remove, and the remaining layer can alter the original appearance of the stone arch bridge, damaging its original stone structure and causing irreversible damage to bridges with protective value. Thirdly, existing construction techniques and protective measures are rudimentary, making it easy for the stone railings on both sides of the bridge deck to be bumped and scratched during construction, damaging bridge components. Fourthly, conventional bridge deck leveling does not delineate pouring areas, leading to uneven mortar thickness and irregular shapes, resulting in poor leveling effects and affecting the overall visual aesthetics of the bridge. In addition, for stone arch bridges that need to be temporarily used by vehicles, the project often requires the leveling layer to be completed in a very short time. Conventional repair and construction processes are cumbersome and slow, making it difficult to meet the requirements of short-term rapid construction. Moreover, there are currently few specialized construction technologies in the industry for the temporary rapid leveling and subsequent demolition of stone arch bridges, and there is a lack of mature construction solutions that can be referenced.

[0004] In summary, existing stone arch bridge deck leveling and repair technologies suffer from problems such as blind construction plans, easy damage to the original bridge structure, poor leveling quality, and inability to be quickly dismantled. These technologies are insufficient to meet the construction requirements of temporary passage, post-event restoration, and non-destructive repair. Therefore, there is an urgent need to develop a non-destructive emergency construction method for protective stone arch bridge deck leveling layers. Summary of the Invention

[0005] To address one of the aforementioned technical problems, this application provides a non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck.

[0006] This application provides the following technical solution: A non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck includes: Step S100: Conduct multiple simulation exercises of the construction process based on the shape, structure, and construction requirements of the target stone arch bridge, and determine the mortar mix ratio and isolation layer material based on the exercise results; Step S200: Prepare the corresponding mortar and the corresponding isolation layer material; Step S300: Protect the stone arch bridge by laying and fixing 0.06mm plastic sheeting on the stone railings on both sides of the bridge deck to prevent mortar dripping and dust pollution. Step S400: Perform base treatment on the bridge deck, which includes laying an isolation layer material on the bridge deck; Step S500: Measure and lay out the bridge deck. The measurement and laying out includes laying out multiple longitudinal and transverse reinforcements on the isolation layer material to form multiple pouring areas on the bridge deck. Step S600: Pour mortar onto the bridge deck to form a leveling layer; Step S700: After the vehicle passes over the stone arch bridge, remove the leveling layer.

[0007] Optionally, in step S1, the isolation layer material is determined to be glutinous rice paste and plastic film, and the thickness of the plastic film is 0.4 mm.

[0008] Step S400 includes applying glutinous rice paste to the bridge surface and laying a plastic film on the formed glutinous rice paste layer.

[0009] Optionally, in step S100, multiple simulations of the construction process are conducted to test the effects of mortars of different consistency on the paving of the slope bridge deck and the pumping of the tank truck, and to test the setting time and strength of mortars with different mix proportions in order to determine the appropriate mortar mix proportion.

[0010] Optionally, in step S100, the suitable mortar mix proportion parameters are determined as follows: water-cement ratio of 0.38, sand ratio of 100%, and the amount of each component in each cubic meter of mortar is: cement 550kg, sand 1419kg, water 223kg, and admixture 7.75kg. The admixtures include water-reducing agents and retarders, with the water-reducing agent dosage being 5.50 kg / m³. 3 The retarder concentration is 2.25 kg / m³. 3 ; The cement is rapid-hardening sulfate cement, and the mortar consistency is 130mm to 140mm.

[0011] Optionally, step S500 includes arranging five longitudinal reinforcements in sequence along the width of the bridge. The longitudinal reinforcements are made of quick-setting mortar without retarder and can be initially set within 15 minutes. Each longitudinal reinforcement extends along the length of the bridge. Along the length of the bridge, multiple sets of transverse reinforcements are arranged in sequence. The transverse reinforcements are made of wood strips. The transverse reinforcements in the same set extend along the width of the bridge, and multiple casting areas are formed between each transverse reinforcement and each longitudinal reinforcement.

[0012] Optionally, the construction of the longitudinal reinforcement includes setting an elevation measuring point every meter, and then connecting each elevation measuring point with quick-setting mortar strips without retarders to form an elevation control baseline.

[0013] Optionally, elevation control baselines can be gradually constructed from the highest point of the bridge deck towards both ends of the stone arch bridge. After the elevation control baseline and horizontal reinforcement have been constructed to a certain length, the leveling layer is poured and laid from the highest point of the bridge deck toward both ends of the stone arch bridge.

[0014] Optionally, the wooden strips are all located between two longitudinal ribs, and the wooden strips are fixed between two adjacent longitudinal ribs by mortar, with the top surface of the wooden strips slightly lower than the top surface of the longitudinal ribs.

[0015] Optionally, step S700 includes performing the demolition task step by step from the highest point of the bridge deck to both ends of the bridge deck; During demolition, the process begins at the highest point of the bridge deck and proceeds simultaneously towards both ends of the stone arch bridge along its length. The bridge deck is then divided into two halves along its width, and the leveling layer within each half is removed sequentially. During the demolition process, the horizontal ribs are first removed using a hammer and a flat-headed chisel, and then the leveling layer in the area enclosed by the horizontal and vertical ribs is pried open using a flat-headed chisel. Wooden blocks are placed under the pry bar during the prying process.

[0016] Optionally, step S700 also includes transporting the pried-open fragments to the head of the stone arch bridge using a trolley, where they are then transported by a loader to a closed garbage truck and finally removed from the site.

[0017] By adopting the above technical solution, this application has the following beneficial effects: This invention addresses the issue of a 400㎡ bridge surface, achieving a total construction time of no more than 7 hours and a demolition time of no more than 4 hours. Through preliminary simulation exercises, the construction plan is optimized, and the leveling layer can be quickly and non-destructively removed using an isolation layer. This effectively solves the problem of uneven bridge surfaces causing bumpy vehicle traffic and poor aesthetics. The entire construction process protects the original bridge structure and stone railings. It boasts high construction efficiency and strong adaptability, making it particularly suitable for temporary traffic leveling operations on ancient stone arch bridges and protective stone arch bridges, with broad application prospects. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are provided to further illustrate the invention. The illustrative embodiments and descriptions of the invention are used to explain the invention but do not constitute an undue limitation thereof. Clearly, the drawings described below are merely some embodiments, and those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0019] Figure 1 A state diagram simulating the construction process; Figure 2 The diagram shows the monitoring data of bridge disturbance during the construction of the leveling layer; Figure 3 The diagram shows the monitoring data of bridge disturbance during the removal of the leveling layer. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings. The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0021] In the description of this invention, it should be noted that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0022] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] This disclosure provides a non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck. The emergency construction includes two processes: construction and demolition. The emergency construction method specifically includes the following steps: Step S100: Conduct multiple simulation exercises of the construction process based on the shape, structure, and construction requirements of the target stone arch bridge, and determine the mortar mix ratio and isolation layer material based on the exercise results; Before formal construction, multiple simulation exercises were conducted based on the shape and structure of the target stone arch bridge (including dimensions) and construction requirements to accurately determine the appropriate mortar mix ratio and isolation layer material. This approach abandons the traditional extensive construction mode that relies on construction experience to select material mix ratios. It can be specifically adapted to stone arch bridges of different structural specifications, effectively avoiding problems such as mortar cracking, over-bonding, and poor isolation effect, thus ensuring construction quality from the source.

[0024] Mortar preparation was also included before construction: Tests can be conducted using 40kg of rapid-hardening sulfoaluminate cement as a sample. 30t of cement will be delivered to the site; 100t of natural medium sand, with a mud content ≤3%, will be delivered. The required retarder and water-reducing agent should be delivered to meet a usage quantity of 0.15 cubic meters per square meter. The delivery of polyethylene-modified PP fiber will be determined according to requirements. During construction, the quality of fly ash delivered to the site must be kept consistent. To avoid mixing of leftover materials, all materials should be stored in dedicated warehouses and containers.

[0025] The preparation of equipment was also included before construction began. Preparation for the mixing plant: Prepare 8 new energy vehicles in good condition: 6 for transportation, 1 as a spare, and 1 for on-site collection of waste water. 2 56-meter pump trucks; check the pump pipes in advance; after construction, residual mortar should be placed from the hopper into a customized receiving tray.

[0026] On-site equipment preparation: Temporary power during construction will be drawn from the existing site. To prevent power outages, one 220V outdoor power supply (30 kWh) will be purchased and fully charged in advance. Construction will take place during the rainy season; to avoid sudden rainfall affecting mortar paving, two retractable, mobile rain shelters (4m x 10m) will be purchased.

[0027] Step S200: Prepare the corresponding mortar and the corresponding isolation layer material; Step S300: Protect the stone arch bridge by laying and fixing 0.06mm plastic sheeting on the stone railings on both sides of the bridge deck. During construction, 0.06mm plastic sheeting was laid and fixed on the stone railings on both sides of the bridge deck to form a special protective structure. This effectively prevents mortar dripping and dust pollution, providing all-round protection for the bridge's attached stone components and maintaining the integrity of the bridge's appearance.

[0028] Step S400: Perform base treatment on the bridge deck, which includes laying an isolation layer material on the bridge deck; This application adds an isolation layer laying process, constructing an isolation structure between the bridge deck and the leveling layer. After vehicles have passed through, the leveling layer can be quickly removed. The removal process does not require heavy demolition equipment and will not damage the original stone material of the bridge deck, the arch ring, or the stone railings. It completely solves the problem that traditional permanent leveling layers cannot be removed and damage the original structural features of stone arch bridges. It is especially suitable for temporary passage leveling construction scenarios for ancient stone arch bridges and protective stone arch bridges.

[0029] Upon arrival at the site, construction work immediately began to protect the finished product. 0.4mm plastic sheeting was laid on the ground on both the north and south sides of the bridge deck. Double layers of plastic sheeting were laid in the areas where pump trucks and tank trucks were mounted, and an additional double layer of 0.5mm thick windproof fabric was laid in the unloading area. 0.06mm plastic sheeting was laid on the stone railings on both sides of the bridge deck, and the railings were securely fixed with cable ties. When erecting standard fencing on the south side of the bridge, sandbags were piled up to ensure a stable foundation.

[0030] While erecting fencing and railings, eight workers divided into four groups applied at least three coats of glutinous rice paste to the bridge surface. The backstage staff had to ensure the glutinous rice paste was thoroughly mixed with water. Some areas of the original stone bridge surface were severely weathered; after applying the glutinous rice paste, the joints were filled with fine sand to level the surface. Then, a 0.03mm plastic sheeting was laid. At the bridge railings, the plastic sheeting was rolled up to protect the landscape lights, and short steel bars were then used to secure the plastic sheeting.

[0031] Step S500: Measure and lay out the bridge deck. The measurement and laying out includes laying out multiple longitudinal and transverse reinforcements on the isolation layer material to form multiple pouring areas on the bridge deck. Each pouring area can be 2 square meters.

[0032] By measuring and laying out longitudinal and transverse reinforcement bars, the bridge deck is divided into multiple independent pouring areas, standardizing the mortar pouring range and thickness, avoiding mortar accumulation and uneven pouring thickness, effectively improving the problem of unevenness and undulation of the bridge deck, greatly improving the smoothness of vehicle passage, and ensuring the smooth and beautiful appearance of the bridge deck.

[0033] To ensure a smooth transition between the north and south ends of the bridge deck and the existing stone pavement, the south end of the bridge deck must be 1.25m from the ground (without encroaching on the main municipal road surface), and the north end of the bridge deck must be 1.5m from the ground.

[0034] Step S600: Pour mortar onto the bridge deck to form a leveling layer; In this step, a leveling layer is formed by pumping fast-hardening sulfoaluminate cement mortar, which is then spread, vibrated, and finished.

[0035] After the pump trucks arrive at the site at 20:30, both the standby and operational pump trucks will be simultaneously erected, positioned 5 meters north of the bridgehead. The standby pump truck's pump pipe will not be opened to avoid interfering with the operational pump truck. Pouring will begin at 21:00, starting from the south side of the bridge deck and proceeding north. An estimated 40 personnel will be on-site: 2 for pouring, 15 for manual paving and leveling, 4 for operating the vibratory compactor, 4 for mechanical finishing, and 15 for manual finishing. During pouring on the south side, screeding and marking work will continue on the north side, with 6 people surveying, 10 for screeding, and 5 for mixing in the background. After completion, personnel will rest at designated locations to prepare for rotation.

[0036] After the bridge deck leveling layer is completed, the flatness of the bridge deck is re-measured. Measurements are taken every 500mm along the bridge length, with two rulers at each measurement point. Along the bridge width, a 2-meter straightedge is placed from the center outwards on both sides. For any areas where the flatness exceeds 3mm, markings are made to clearly indicate the height difference and its extent for grinding or repair. For repairs, high-strength, fast-hardening magnesium aluminate cement can be used for localized repairs. A floor grinder is used for grinding, with on-site dust suppression spraying as an auxiliary method.

[0037] Step S700: After the vehicle passes over the stone arch bridge, remove the leveling layer.

[0038] The construction process of this application is compact and covers the entire process of preliminary drills, material preparation, protection, base treatment, layout, pouring, and demolition. It is simple and convenient to operate, has a low construction threshold, and can quickly complete the bridge deck leveling work to meet the short-term vehicle traffic needs of the stone arch bridge. After the traffic ends, the bridge deck can be quickly restored to its original state. It has strong construction flexibility and a wide range of applications.

[0039] In some possible implementations, in step S1, the separating layer material is determined to be glutinous rice paste and a plastic film, and the thickness of the plastic film is 0.03 mm. Step S400 includes applying glutinous rice paste to the bridge surface and laying the plastic film on the formed glutinous rice paste layer.

[0040] To ensure the protection of the finished product, the project also involved selecting the thickness of the plastic film used on the bridge deck (0.02mm and 0.03mm plastic film) and the materials for the release liner (glutinous rice glue and paste). When the thickness of the plastic film laid on the bridge deck was too thin (0.02mm), the film was prone to damage during construction, leading to contamination of the bridge surface. Therefore, a 0.03mm thick plastic film was chosen. When comparing the release liner materials, glutinous rice glue was found to provide better protection and cleaning results after application. Therefore, glutinous rice glue was selected for the release liner to ensure no residue is left after rinsing.

[0041] In some possible implementations, in step S100, multiple simulations of the construction process are conducted to test the effects of mortars of different consistency on the paving of the slope bridge deck and the pumping of the tank truck, and to test the setting time and strength of mortars with different mix proportions in order to determine the appropriate mortar mix proportion.

[0042] A practice area matching the shape and structure (including dimensions and slope) of the target stone arch bridge can be prepared in advance at the project site. For example, a 5-meter-wide, 15-meter-long area with a 10° slope can be prepared for the practice, including laying plastic sheeting, erecting fencing, railing protection, base treatment, screeding, setting up the pump truck, and on-site pouring. The simulation test can pour 6 cubic meters of mortar, focusing on simulating actual production conditions and construction organization, so that all parties involved can have a direct understanding of the rapid-hardening characteristics of the fast-setting special mortar, and summarize improvement and optimization plans for various organizational measures such as pouring speed, finishing, and finishing construction speed, and monitor whether the mortar surface cracks and the strength development.

[0043] The first trial run revealed that the mortar consistency was too high (260mm), making it unsuitable for paving the sloping bridge deck and resulting in an uneven surface. Adding accelerators on-site proved ineffective, and the dosages of retarders and water-reducing agents should be reduced accordingly. The initial setting time of the mortar was 6 hours, and the final setting time was 7 hours, leading to excessively long operation time and severely impacting post-construction cleanup. Analysis indicated that the cement was newly purchased and its performance was still unstable, while the materials used in the initial batching at the mixing plant were matured stock. Therefore, a new batching trial using newly purchased materials was necessary.

[0044] Subsequently, the mix proportions were readjusted. Under atmospheric temperature of 24℃, the dosages of water-reducing agent and retarder were adjusted to determine that the water-reducing agent was 5.50 kg / m3 and the retarder was 2.25 kg / m3. The consistency was 160 mm. The consistency was lost in 2 hours and 20 minutes, the initial setting was achieved in 3 hours, the final setting was achieved in 4 hours, and the strength reached 12.5 MPa after 4 hours and 30 minutes.

[0045] After the second drill, it was found that the mortar consistency was still too high (140mm), but the on-site pouring effect was greatly improved compared to the first time. Without the addition of accelerator, the actual initial setting time was 3.2 hours, and the strength reached 15.4 MPa 1 hour after pouring.

[0046] The mixing plant and the project team worked seamlessly together to successfully complete the bridge deck slope-finding layer construction, and the on-site drill basically achieved the established goals. This time, the mortar mix ratio, consistency, and initial setting time were determined, and the option to add an accelerator was cancelled.

[0047] The mixing plant attempted to reduce the mortar consistency to test the minimum pumpable consistency. Tests revealed that consistency had little impact on pumpability. However, when the consistency was too low (less than 120 mm), the tanker truck, due to the internal helical blade structure, could not quickly load and unload the mortar. Furthermore, reducing the consistency decreased production efficiency, and the strength development was faster than with mortar of higher consistency, possibly due to uneven mixing, poor retarder dispersion, and abnormally shortened local setting time. Therefore, the final determination was that the mortar consistency should be maintained at 130-140 mm. The final mix design is as follows: The appropriate mortar mix design parameters are as follows: water-cement ratio of 0.38, sand ratio of 100%, and the amount of each component per cubic meter of mortar is: 550 kg of cement, 1419 kg of sand, 223 kg of water, and 7.75 kg of admixture. The admixtures include water-reducing agents and retarders, with the water-reducing agent at 5.50 kg / m³ and the retarder at 2.25 kg / m³. The cement is rapid-hardening sulfate cement, and the mortar consistency is 130mm to 140mm.

[0048] Polyethylene-modified PP fibers can be added to the mortar to inhibit shrinkage and cracking, effectively blocking the propagation of micro-cracks within the mortar, reducing the risk of drying shrinkage and thermal shrinkage cracking in the leveling layer, and improving overall integrity and crack resistance. It also increases the tensile and flexural strength of the mortar, enhances the toughness and impact resistance of the leveling layer, and makes it less prone to sanding, peeling, and damage when subjected to temporary vehicle loads. Furthermore, it facilitates rapid and complete removal later. The interwoven fibers form a flexible network, weakening the hard bond between the mortar and the original bridge deck. Combined with an isolation layer, it allows for loose removal of the entire structure without sticking to the base surface or damaging the original stone arch bridge structure.

[0049] In some possible implementations, step S500 includes arranging five longitudinal bars in sequence along the bridge width direction, each longitudinal bar extending along the bridge length direction, and multiple sets of transverse bars in sequence along the bridge length direction, with the transverse bars in the same set extending along the bridge width direction, forming multiple casting areas between each transverse bar and each longitudinal bar.

[0050] The construction of longitudinal reinforcement includes setting an elevation measuring point every meter, and then using quick-setting mortar strips without retarders to connect the elevation measuring points to form an elevation control baseline.

[0051] Using the highest point of the bridge top as a reference point, and leveling the highest point by 20mm, five longitudinal reinforcements (each 40mm wide, prepared on-site by a mixing plant, without retarders) were installed along the bridge length, with spacing between the reinforcements of 1.6m and 1.8m. Elevation control points were established every 1 meter along the bridge length, forming a total of 44 (length) × 5 (width) = 220 grid points. A transverse reinforcement (which can be 20mm wide prefabricated wooden strips for easy removal and use) was installed every 2 meters along the bridge width. After the south side of the bridge deck was marked with lines and reinforcement points, the reinforcement strength was tested on-site, and mortar pouring began.

[0052] Starting from the highest point of the bridge deck, elevation control baselines are gradually constructed towards both ends of the stone arch bridge. After the elevation control baselines and horizontal reinforcement are constructed to a certain length, the leveling layer is poured and paved from the highest point of the bridge deck towards both ends of the stone arch bridge, thereby improving construction efficiency and saving time.

[0053] In some possible implementations, the transverse reinforcement is a plurality of wooden strips, at least some of which are located between two longitudinal reinforcements. The ends of the wooden strips are fixed to the longitudinal reinforcements with mortar without the need for other fasteners. The transverse reinforcement is made of wooden strips, which have low connection strength with cement mortar and can be easily removed.

[0054] In some possible implementations, step S700 includes progressively carrying out the demolition task from the highest point of the bridge deck to both ends of the bridge deck. During the demolition process, the horizontal reinforcing bars are first removed using a hammer and a flat-headed chisel, and then the leveling layer enclosed by the horizontal and vertical reinforcing bars is pried open using a flat-headed chisel. After entering the site, the demolition point is located at the highest point of the bridge deck, mainly at the intersection of the highest point longitudinal reinforcing bar and the horizontal dividing strip. First, the horizontal dividing strip at the highest point in the middle of the bridge deck is removed using a hammer and a flat-headed chisel. The demolition point is then located at the middle longitudinal reinforcing bar, and then a crowbar is used for demolition. Before demolition, the entire bridge deck is sprayed with water to reduce dust (if it rains, watering is not necessary). During demolition, wooden blocks are placed under the crowbar for manual operation to avoid damaging the original stone bridge deck. It should be noted that before removing the leveling layer, plastic sheeting can be laid on the north and south road surfaces and bridge railings to avoid contamination of the road surface, stone bridge deck, and bridge railings during the pouring and demolition process.

[0055] In some possible implementations, step S700 also includes transporting the pried-open fragments to the head of the stone arch bridge using a trolley, where they are then transported by a loader to an enclosed garbage truck and finally removed from the site.

[0056] To protect the existing bridge surface, bulldozers and garbage trucks are strictly prohibited from using the bridge. Therefore, after prying open the structure, the fragments are manually moved and transported to the bridgehead using wheelbarrows. From there, they are transferred by bulldozers to enclosed garbage trucks and finally removed from the site. Care must be taken to protect the stone railings, stone pavement, and landscape lighting during dismantling and moving of the fragments. If large pieces are difficult to load, they are broken into smaller pieces next to the dump truck before being loaded (first place wooden blocks to support the fragments, then break them with a sledgehammer). Before construction, the wheelbarrow legs are secured with rubber pads to prevent damage to the stone.

[0057] Following step S700, the process also includes step S800: cleaning the bridge surface. After removing the leveling layer, the ground needs to be cleaned, with debris swept away from the bridge surface. Then, to remove mortar from the brick joints and small particles remaining on the bridge surface, a vacuum cleaner was used to clean the gaps in the bridge surface four times. Following this, workers cleaned the gaps on both sides of the bridge surface twice with wire brushes and cloths. In the 10-centimeter sloping area on the north and south sides of the bridge, slurry was first removed with wire brushes. After brushing, to remove any remaining mortar adhering to the bridge surface in the sloping area, a floor scrubber was used to clean it. At this point, the removal of the bridge surface leveling layer was completed.

[0058] Throughout the construction process, the degree of disturbance to the bridge structure was controlled. 160 measurement points were taken every 500mm along the bridge length for the leveling layer, with a flatness not exceeding 3mm. The strength of the leveling layer was not less than 20MPa within 2 hours; the removal process ensured that the original appearance of the bridge surface remained undamaged. The entire leveling and removal process must not cause excessive disturbance to the bridge structure.

[0059] The leveling layer underwent flatness testing at 160 points, achieving a 100% pass rate (error not exceeding 3 mm). The mortar reached a strength of 15.4 MPa within one hour of pouring, far exceeding expectations. After meeting functional requirements, the mortar layer was manually removed using wooden blocks as a base and pry bars, resulting in zero damage to the bridge deck. To prevent any impact on the bridge structure, the entire leveling and removal process was dynamically monitored by a third party using sensors. Figure 2 The diagram shows the monitoring data of bridge disturbance during the construction of the leveling layer. Figure 3 The diagram shows the bridge structure disturbance monitoring data during the removal of the leveling layer. Sensor monitoring data indicates that the disturbance to the bridge structure during leveling layer construction did not exceed 1 mm, and the disturbance during removal did not exceed 1.2 mm, meeting the requirement that the entire construction process did not affect the bridge structure.

[0060] In summary, through multiple simulations and meticulous organization, this invention successfully achieved the completion of leveling layer construction within 6 hours and demolition within 4 hours, significantly improving construction efficiency and providing a replicable technical paradigm for the rapid repair and demolition of cultural relic bridge decks.

[0061] The protective emergency construction method for the leveling layer of a stone arch bridge deck provided in this application offers rapid construction speed and high efficiency: by using fast-hardening sulfoaluminate mortar and refined organization, the leveling layer can be constructed within 6 hours and removed within 4 hours, saving more than 50% of the time compared to traditional methods. The constructed structure of this application exhibits high early strength, meeting emergency passage requirements: the mortar strength reaches 15.4 MPa after 1 hour of pouring and exceeds 20 MPa after 2 hours, meeting the vehicle passage requirements within a very short window. This application's construction method achieves non-destructive construction and removal, protecting cultural relics: through a combination of "glutinous rice glue isolation layer and manual demolition," the leveling layer can be completely peeled off, leaving the original bridge deck undamaged after removal, with bridge disturbance less than 1.2 mm throughout the construction process. The leveling layer constructed using this application achieves high flatness, ensuring comfortable driving: through precise measurement and quality control, the flatness error of the leveling layer does not exceed 3 mm, achieving a 100% pass rate, ensuring bump-free vehicle passage.

[0062] The preferred embodiments disclosed above are merely illustrative of this application. These preferred embodiments do not exhaustively describe all details, nor do they limit the application to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of this application, thereby enabling those skilled in the art to better understand and utilize this application. This application is limited only by the claims and their full scope and equivalents.

Claims

1. A non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck, characterized in that, include: Step S100: Conduct multiple simulation exercises of the construction process based on the shape, structure, and construction requirements of the target stone arch bridge, and determine the mortar mix ratio and isolation layer material based on the exercise results; Step S200: Prepare the corresponding mortar and the corresponding isolation layer material; Step S300: Protect the stone arch bridge by laying and fixing 0.06mm plastic sheeting on the stone railings on both sides of the bridge deck. Step S400: Perform base treatment on the bridge deck, which includes laying an isolation layer material on the bridge deck; Step S500: Measure and lay out the bridge deck. The measurement and laying out includes laying out multiple longitudinal and transverse reinforcements on the isolation layer material to form multiple pouring areas on the bridge deck. Step S600: Pour mortar onto the bridge deck to form a leveling layer; Step S700: After the vehicle passes over the stone arch bridge, remove the leveling layer.

2. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 1, characterized in that, In step S1, the isolation layer material is determined to be glutinous rice paste and plastic film, and the thickness of the plastic film is 0.4 mm; Step S400 includes applying glutinous rice paste to the bridge surface and laying a plastic film on the formed glutinous rice paste layer.

3. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 1, characterized in that, In step S100, multiple simulations of the construction process are conducted to test the effects of mortars of different consistency on the paving of the bridge deck and the pumping of the tank truck, and to test the setting time and strength of mortars with different mix proportions in order to determine the appropriate mortar mix proportion.

4. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 3, characterized in that, In step S100, the suitable mortar mix proportions are determined as follows: water-cement ratio of 0.38, sand ratio of 100%, and the amount of each component per cubic meter of mortar is: cement 550kg, sand 1419kg, water 223kg, and admixture 7.75kg. The admixtures include water-reducing agents and retarders, with the water-reducing agent dosage being 5.50 kg / m³. 3 The retarder concentration is 2.25 kg / m³. 3 ; The cement is rapid-hardening sulfate cement, and the mortar consistency is 130mm to 140mm.

5. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 1, characterized in that, Step S500 includes arranging five longitudinal reinforcements in sequence along the width of the bridge. The longitudinal reinforcements are made of quick-setting mortar without retarder. Each longitudinal reinforcement extends along the length of the bridge. Along the length of the bridge, multiple sets of transverse reinforcements are arranged in sequence. The transverse reinforcements are made of wooden strips. The transverse reinforcements in the same set extend along the width of the bridge. Multiple casting areas are formed between each transverse reinforcement and each longitudinal reinforcement.

6. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 5, characterized in that, The construction of longitudinal reinforcement involves setting an elevation measuring point every meter, and then connecting each elevation measuring point with quick-setting mortar strips without retarders to form an elevation control baseline.

7. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 6, characterized in that, Starting from the highest point of the bridge deck, elevation control baselines are gradually constructed towards both ends of the stone arch bridge; After the elevation control baseline and horizontal reinforcement have been constructed to a certain length, the leveling layer is poured and laid from the highest point of the bridge deck toward both ends of the stone arch bridge.

8. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 5, characterized in that, The wooden strips are all located between two longitudinal bars. The wooden strips are fixed between two adjacent longitudinal bars with mortar, and the top surface of the wooden strips is slightly lower than the top surface of the longitudinal bars.

9. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 8, characterized in that, Step S700 includes performing the demolition task step by step from the highest point of the bridge deck to both ends of the bridge deck; During demolition, the process begins at the highest point of the bridge deck and proceeds simultaneously towards both ends of the stone arch bridge along its length. The bridge deck is then divided into two halves along its width, and the leveling layer within each half is removed sequentially. During the demolition process, the horizontal ribs are first removed using a hammer and a flat-headed chisel, and then the leveling layer in the area enclosed by the horizontal and vertical ribs is pried open using a flat-headed chisel. Wooden blocks are placed under the pry bar during the prying process.

10. The non-destructive emergency construction method for the leveling layer of a protective stone arch bridge deck according to claim 9, characterized in that, Step S700 also includes transporting the pried-open fragments to the head of the stone arch bridge using a trolley, where they are then transported by a loader to a closed garbage truck and finally removed from the site.

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